JP7157416B2 - vehicle - Google Patents

Description

TECHNICAL FIELD The present invention relates to a technical field of vehicles having a motor generator as a drive source for wheels.

2. Description of the Related Art In recent years, electric vehicles having electric motors as drive sources for wheels have been put to practical use. Electric vehicles include a hybrid vehicle (HEV) that includes an electric motor and an engine as drive sources, and an electric vehicle (EV) that includes only an electric motor.

In an electric vehicle, a motor-generator that also functions as a generator may be used as the electric motor. The motor-generator is used as a motor when the vehicle is accelerating, and is used as a wheel when the vehicle is decelerating (during regeneration). It is used as a generator that generates power by receiving torque transmitted from

Here, when the vehicle is accelerated, a large driving force is required with respect to the torque generated by the driving source, so it is necessary to decelerate the power from the driving source. Therefore, some electric vehicles are configured to transmit power from a motor generator to wheels via a transmission mechanism such as a CVT (Continuously Variable Transmission).

However, in an electric vehicle that transmits power to the wheels via a transmission mechanism as described above, power is transmitted via the transmission mechanism both during acceleration and during regeneration of the vehicle, so the amount of regeneration (regeneration efficiency) There is a risk of causing a decrease in This is because the gear ratio of the transmission mechanism is determined according to the torque required to drive the wheels, and the gear ratio is not necessarily suitable for regeneration.

Therefore, as disclosed in Patent Document 1 below, for example, a configuration has been proposed in which different power transmission paths are used during vehicle acceleration and during regeneration. Specifically, when the vehicle is accelerating, the power from the motor/generator is transmitted to the wheels via the transmission mechanism (hereinafter referred to as the "first transmission path"), and during regeneration, the power from the wheels is changed. It is a configuration for switching the power transmission path so as to use each path (hereinafter referred to as "second transmission path") that transmits to the motor generator via the speed increasing gear without going through the mechanism (Patent Document 1 9 and 10).

JP 2012-56366 A

However, in Patent Document 1, switching between the first transmission path and the second transmission path is performed by hydraulically driven clutches (third clutch CL3, fourth clutch CL4). Therefore, in order to improve the regeneration efficiency, the structure of the vehicle becomes complicated and the cost increases.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and it is an object of the present invention to improve the regeneration efficiency of a vehicle equipped with a motor generator while suppressing the complication of the configuration and the increase in cost.

A vehicle according to the present invention includes a motor generator and a speed change mechanism to which power from the motor generator is input. a first transmission path for transmitting power from the motor/generator to the wheels via the speed change mechanism; and transmitting power from the wheels to the motor/generator via a speed increasing section without the speed change mechanism. A one-way clutch provided for each of the first and second transmission paths performs switching to and from the second transmission path.

This eliminates the need to provide a hydraulic clutch or an electric clutch as a clutch for switching between the first and second transmission paths, simplifying the configuration for switching paths.

In the vehicle according to the present invention described above, it is possible to employ a configuration in which the number of gears constituting the speed increasing portion is two.

This minimizes the number of meshes in the second transmission path.

In the vehicle according to the present invention described above, the gear ratio of the speed increasing portion can be set to be larger than the maximum gear ratio in the first transmission path.

As a result, the speed increasing ratio is increased compared to the case where the power from the wheels is transmitted to the motor/generator via the first transmission path.

The vehicle according to the present invention described above can be configured to include an engine that inputs power to the transmission mechanism.

As a result, the configuration for switching between the first and second transmission paths can be prevented from becoming complicated in response to the configuration as a hybrid vehicle.

In the vehicle according to the present invention described above, the transmission mechanism may be a continuously variable transmission mechanism.

As a result, the configuration for switching between the first and second transmission paths can be prevented from becoming complicated in response to the use of a continuously variable transmission mechanism.

ADVANTAGE OF THE INVENTION According to this invention, the improvement of regeneration efficiency can be implement|achieved, suppressing the structural complexity of a vehicle, and a cost increase.

1 is a diagram showing a configuration example of a main part of a vehicle as an embodiment; FIG. It is a sectional view showing an example of structure of a one-way clutch with which vehicles of an embodiment are equipped. FIG. 4 is an explanatory diagram of a power transmission path (first transmission path) during acceleration in the vehicle as the embodiment; FIG. 4 is an explanatory diagram of a power transmission path (second transmission path) during regeneration in the vehicle as the embodiment;

<1. Vehicle Configuration>
A vehicle 1 as an embodiment of the present invention will be described below with reference to the accompanying drawings.
FIG. 1 is a diagram showing a configuration example of a main part of a vehicle 1 as an embodiment (a configuration example of a main part according to the present invention).
As shown in FIG. 1, a vehicle 1 includes an engine 2, an output shaft a1 of the engine 2, a first clutch 3, a transmission mechanism 4, an input shaft a2 and an output shaft a3 of the transmission mechanism 4, a gear 5 and gears. 6, drive shaft a4, differential mechanism 7, right drive shaft 8R and right drive wheel WR, left drive shaft 8L and left drive wheel WL, motor generator (MG: Motor Generator) 9, motor generator 9, a second clutch 10, a first OWC (one-way clutch) 11 and a second OWC 12, and a speed increasing section 13. The vehicle 1 also includes an inverter 20, a motor controller 21, and a battery 22 as electrical components.

The engine 2 is a driving power source (motor) for driving the vehicle 1, and consumes fuel to generate power to act on drive wheels (right drive wheel WR, left drive wheel WL) of the vehicle 1. The engine 2 burns fuel to generate mechanical power (engine torque) in a crankshaft (not shown), which is an engine output shaft.
The power of the engine 2 generated in the crankshaft is transmitted to the output shaft a1.

The first clutch 3 is arranged between the output shaft a1 and the input shaft a2, and has a connection state in which the output shaft a1 and the input shaft a2 are connected, and a state in which the output shaft a1 and the input shaft a2 are not connected. It is configured to be able to switch between the non-engaged state and the non-engaged state. As a result, power transmission from the engine 2 to the transmission mechanism 4 can be switched between a transmission state and a non-transmission state. In other words, it is possible to switch between a power input state and a power non-input state.
In this example, the first clutch 3 is a hydraulic clutch.

The transmission mechanism 4 is an automatic transmission mechanism capable of automatically shifting gears without being operated by the driver, and in this example, a CVT (Continuously Variable Transmission) is used. Specifically, the transmission mechanism 4 of this example includes a primary pulley 4a connected to an input shaft a2 (primary shaft), a secondary pulley 4b connected to an output shaft a3 (secondary shaft), the primary pulley 4a and the secondary pulley 4b. A winding-type continuously variable transmission mechanism including a winding member 4c such as a belt or chain that is stretched (wound) between and is used.
In the transmission mechanism 4 as a CVT, it is possible to individually control the force (clamping force: clamping force) that pinches the winding member 4c by hydraulic pressure for the primary pulley 4a and the secondary pulley 4b. Thereby, in each of the primary pulley 4a and the secondary pulley 4b, the V-shaped groove width can be changed to adjust the rotation radius (winding diameter) of the winding member 4c. The gear ratio, which is the ratio between the corresponding input rotation speed (primary rotation speed) and the output shaft rotation speed (secondary rotation speed) corresponding to the output rotation speed of the secondary pulley 4b, can be changed steplessly. . Further, by adjusting the clamping force of the winding member 4c in each of the primary pulley 4a and the secondary pulley 4b, power can be transmitted with a corresponding torque capacity.

The power transmitted to the output shaft a3 via the transmission mechanism 4 is transmitted to the gear 6 meshing with the gear 5 via the gear 5 coaxially connected to the output shaft a3. Here, "coaxial" means that the axes of rotation are aligned with each other.

The gear 6 is axially penetrated through its central portion, and the penetrated portion is formed as a gap S1. As illustrated, the drive shaft a4 is inserted through the gap S1.
Further, the gear 6 is coaxially connected to the inner peripheral side rotating member 11a of the first OWC 11 and rotates coaxially with the inner peripheral side rotating member 11a.

Here, as shown in the cross-sectional view of FIG. 2, the first OWC 11 is arranged between the inner peripheral side rotating member 11a, the outer peripheral side rotating member 11b, and the inner peripheral side rotating member 11a and the outer peripheral side rotating member 11b. It is a sprag type one-way clutch having a plurality of sprags 11c which are connected to each other. Each sprag 11c is in contact with the outer peripheral surface of the inner peripheral side rotating member 11a and the inner peripheral surface of the outer peripheral side rotating member 11b.
In the first OWC 11 of this example, the central portion of the inner peripheral side rotating member 11a is axially penetrated, and the penetrated portion is formed as a gap S2 (see FIGS. 1 and 2).
As shown in FIG. 1, the drive shaft a4 is inserted through the gap S2.
The outer peripheral side rotating member 11b of the first OWC 11 is coaxially connected to the drive shaft a4.

When the first OWC 11 is engaged, the power input to the transmission mechanism 4 is transferred to the drive shaft a4 via the gears 5, 6, the inner rotating member 11a, the sprag 11c, and the outer rotating member 11b. transmitted.

The power transmitted to the drive shaft a4 is transmitted through the differential mechanism 7 to the right drive shaft 8R and the left drive shaft 8L. The power transmitted to the right drive shaft 8R is transmitted to the right drive wheel WR connected to the right drive shaft 8R, and the power transmitted to the left drive shaft 8L is transmitted to the left drive wheel WL connected to the left drive shaft 8L. transmitted.
As a result, the vehicle 1 generates a driving force [N] on the contact surfaces of the right driving wheel WR and the left driving wheel WL with the road surface, and can run.

Further, the vehicle 1 of the embodiment includes a motor generator 9 as a drive source for the wheels (the right drive wheel WR and the left drive wheel WL in this example).
The motor/generator 9 is, for example, a three-phase AC synchronous electric motor generator, and includes a rotor in which permanent magnets are embedded, and a stator positioned on the outer periphery of the rotor and wound with a coil. have An input/output shaft a5 of the motor/generator 9 is coaxially connected to the rotor.

The motor-generator 9 functions as a motor that is rotationally driven based on the output voltage of the battery 22, and receives rotational energy input to the input/output shaft a5 to generate power (that is, to generate electricity in the stator coil). power generation). Hereinafter, the state in which the motor/generator 9 functions as an electric motor is referred to as a "powering state", and the state in which it functions as a generator is referred to as a "regenerative state".

Inverter 20 rotates motor generator 9 with a three-phase AC voltage generated based on the output voltage of battery 22 in a power running state, and rotates battery 22 based on electric power generated by motor generator 9 in a regenerative state. to charge.

The motor controller 21 includes, for example, a microcomputer having a CPU (Central Processing Unit), a ROM (Read Only Memory), and a RAM (Random Access Memory). control, switching control between the power running state/regenerative state, and the like.

The second clutch 10 is arranged between the input/output shaft a5 of the motor/generator 9 and the input shaft a2 of the transmission mechanism 4, and is in a connected state in which the input/output shaft a5 and the input shaft a2 are connected. It is configured to be switchable between a non-engaged state in which the shaft a5 and the input shaft a2 are in a non-connected state.
By engaging the second clutch 10 , power is transmitted from the motor generator 9 to the transmission mechanism 4 if the motor generator 9 is in the power running state. That is, if the first clutch 3 side is also engaged at this time, the transmission mechanism 4 receives power from both the engine 2 and the motor/generator 9 . In other words, torque assist for the engine 2 is performed by the motor generator 9 .
As for the second clutch 10, a hydraulic clutch is used in the same manner as the first clutch 3 in this example.

Further, in the vehicle 1, the outer peripheral side rotation member 12b of the second OWC 12 is coaxially connected to the drive shaft a4.
Similarly to the first OWC 11, the second OWC 12 may be, for example, a sprag type one-way clutch (see FIG. 2). and a plurality of sprags 12c (not shown) positioned between 12b and the inner peripheral side rotating member 12a, each contacting the inner peripheral surface of the outer peripheral side rotating member 12b and the outer peripheral surface of the inner peripheral side rotating member 12a. there is
As shown in the figure, the central portion of the inner peripheral side rotating member 12a is axially penetrated, and the penetrated portion is formed as a gap S3, through which the drive shaft a4 is inserted.

The speed increasing unit 13 includes a gear 14 coaxially connected to the input/output shaft a5 of the motor generator 9 and a gear 15 meshing with the gear 14 . In this example, the gears 14 and 15 are helical gears.

The gear 15 is axially penetrated through its central portion, and the penetrated portion is formed as a gap S4, and the drive shaft a4 is inserted through this gap S4 as shown in the drawing.
Further, the gear 15 is coaxially connected to the inner peripheral side rotating member 12a of the second OWC 12 and rotates coaxially with the inner peripheral side rotating member 12a.

<2. Switching of power transmission path>
Switching of the power transmission path in the vehicle 1 will be described with reference to FIGS. 3 and 4. FIG. FIG. 3 shows the power transmission path during acceleration of the vehicle 1 (hereinafter referred to as "transmission path during acceleration"), and FIG. and notation) are shown respectively.
3 and 4, illustration of the inverter 20, the motor controller 21, and the battery 22 is omitted.

During acceleration shown in FIG. 3 , the first clutch 3 and the second clutch 10 are engaged, and power is input to the speed change mechanism 4 from both the engine 2 and the motor/generator 9 .
In the first OWC 11, when power is input to the speed change mechanism 4 in this way, that is, when power is being transmitted to the inner peripheral side rotating member 11a via the gear 6, the rotational speed of the outer peripheral side rotating member 11b increases. It is configured to be in a fastened state if the rotational speed is equal to or less than the rotational speed of the inner peripheral side rotating member 11a. Therefore, when the vehicle 1 is accelerated, the power input to the inner peripheral side rotating member 11a is transmitted to the outer peripheral side rotating member 11b via the sprag 11c.・During acceleration when the power of the generator 9 is transmitted to the right driving wheel WR and the left driving wheel WL via the transmission mechanism 4, the gear 5, the gear 6, the first OWC 11, the differential mechanism 7, the right drive shaft 8R, and the left drive shaft 8L. A transfer pathway is formed.

Here, since the direction of the sprag 12c of the second OWC 12 is opposite to that of the first OWC 11, the power from the motor/generator 9 is transmitted to the inner peripheral side rotating member 12a through the speed increasing section 13. However, the engaged state is not established (the engaged state is not established unless the inner peripheral side rotating member 12a is rotated in the opposite direction to the inner peripheral side rotating member 11a).

In the second OWC 12, the inner peripheral side rotating member 12a is driven by the power of the motor/generator 9 while the outer peripheral side rotating member 12b is rotating in conjunction with the drive shaft a4 by setting the direction of the sprags. and the rotational speed of the inner peripheral side rotating member 12a is equal to or lower than the rotational speed of the outer peripheral side rotating member 12b.

During regeneration shown in FIG. 4, that is, when both the first clutch 3 and the second clutch 10 are disengaged and the vehicle 1 is decelerating, the power from the right drive wheel WR and the left drive wheel WL is transferred to the right drive wheel WL. The power is transmitted to the drive shaft a4 via the drive shaft 8R, the left drive shaft 8L, and the differential mechanism 7, and the outer peripheral side rotating member 12b of the second OWC 12 connected to the drive shaft a4 is rotated.
At this time, the motor/generator 9 is in a regenerative state and not in a power running state, so the rotation speed of the inner peripheral side rotating member 12a of the second OWC 12 connected to the input/output shaft a5 of the motor/generator 9 via the amplifier 13 is does not exceed the rotational speed of the outer peripheral rotating member 12b. That is, the fastening condition of the second OWC 12 (the inner peripheral side rotating member 12a is not driven by the power of the motor generator 9 and the rotational speed of the inner peripheral side rotating member 12a is equal to or lower than the rotational speed of the outer peripheral side rotating member 12b). condition) is satisfied.
On the other hand, during deceleration shown in FIG. 4, power from the engine 2 and the motor/generator 9 is not transmitted to the inner peripheral side rotating member 11a, so the first OWC 11 is in a non-engaged state.

As a result, during deceleration shown in FIG. 4, the power from the right drive wheel WR and the left drive wheel WL is transferred to the right drive shaft 8R, the left drive shaft 8L, the differential mechanism 7, and the drive shaft 8L, as indicated by the satin-finished parts in the drawing. A deceleration transmission path for transmission to the motor/generator 9 is formed via the shaft a4, the second OWC 12, the speed increasing portion 13, and the input/output shaft a5.
That is, during deceleration, the power from the wheels is accelerated by the amplifier 13 and transmitted to the motor/generator 9 without passing through the transmission mechanism 4 .

Here, in the vehicle 1 of this example, the gear ratio of the amplifying section 13 is made larger than the maximum gear ratio in the acceleration transmission path. The maximum gear ratio in the transmission path during acceleration is the gear ratio in the transmission path during acceleration when the gear ratio in the transmission mechanism 4 is maximized.
By making the gear ratio of the amplifier 13 larger than the maximum gear ratio in the acceleration transmission path in this way, the power from the wheels is transmitted through the acceleration transmission path regardless of the gear ratio set in the transmission mechanism 4. It is possible to increase the speed increasing ratio compared to the case where the power is transmitted to the motor/generator 9 (via the speed change mechanism 4), thereby improving the regeneration efficiency.

Further, in the vehicle 1 of this example, the number of gears constituting the speed increasing section 13, that is, the number of gears for speeding up the power transmitted from the wheels to the motor generator 9 is two (the gear 14 and the gear 14). 15) With such a configuration, the number of meshes in the transmission path during deceleration can be minimized, and the regeneration efficiency can be improved.
In the vehicle 1 of the present embodiment, the number of gears in the speed increasing section 13 can be set to two as described above because the power from the speed change mechanism 4 is transmitted to the drive shaft a4 in the transmission path during acceleration. This is because the gear 5 and the gear 6 are configured to change the direction of rotation. If the gears 5 and 6 are omitted and the first OWC 11 and the second OWC 12 are provided coaxially with the output shaft a3, the rotation direction between the output shaft a3 and the input/output shaft a5 of the motor generator 9 is In order to match, it is necessary to provide the amplifying section 13 with at least three gears.

In FIG. 3, as an example during acceleration, both the first clutch 3 and the second clutch 10 are in the engaged state, and power is input from both the engine 2 and the motor/generator 9 to the transmission mechanism 4. As an example during acceleration, the first clutch 3 side is disengaged and only the power from the motor/generator 9 is input to the speed change mechanism 4. Conversely, the second clutch 10 side is disengaged. An example in which only the power from the engine 2 is input to the transmission mechanism 4 is also possible.
Here, in the latter example, that is, in the example in which the second clutch 10 side is in the non-engaged state, the motor/generator 9 is not rotationally driven during acceleration. In this case, the above-described fastening condition is satisfied in the second OWC 12, and the motor generator 9 (rotor) is rotated in conjunction with the rotation of the drive shaft a4 even during acceleration.
<3. Variation>
Here, the vehicle 1 as an embodiment is not limited to the specific example described above, and can adopt various configurations.
For example, in the above, an example of using a sprag type one-way clutch as the first OWC 11 and the second OWC 12 was given. can.

In the above description, the transmission mechanism 4 is a continuously variable transmission mechanism, but the transmission mechanism 4 may be a stepped automatic transmission mechanism using a planetary gear mechanism, for example.
Alternatively, a transmission mechanism as MT (Manual Transmission) using a helical gear or a transmission mechanism as DCT (Dual Clutch Transmission) may be used.

Further, the vehicle 1 is not limited to a hybrid vehicle having both the engine 2 and the motor/generator 9 (electric motor) as the drive source for the wheels, and may be an electric vehicle having only an electric motor as the drive source. can be harvested In this case, the vehicle 1 can be realized by omitting the engine 2 and the first clutch 3 from the configuration shown in FIG. 1, for example.

<4. Summary of Embodiments>
As described above, the vehicle (same 1) of the embodiment includes a motor generator (same 9) and a speed change mechanism (same 4) to which power from the motor generator is input. The first transmission path (transmission path during acceleration) that transmits the power of the vehicle to the wheels via the transmission mechanism, and the power from the wheels is transmitted to the motor generator via the speed increasing section (same 13) without the transmission mechanism. A one-way clutch (first OWC 11, second OWC 12) provided for each of the first and second transmission paths is used to switch to the second transmission path (transmission path during deceleration).

This eliminates the need to provide a hydraulic clutch or an electric clutch as a clutch for switching between the first and second transmission paths, simplifying the configuration for switching paths.
Therefore, it is possible to improve the regeneration efficiency while suppressing the complication of the vehicle configuration and the increase in cost.
The first clutch 3 and the second clutch 10 are clutches for switching input/non-input of power to the transmission mechanism 4, and are different from clutches for switching between the first and second transmission paths.

Further, in the vehicle of the embodiment, the number of gears constituting the speed increasing portion is two (gear 14, gear 15).

This minimizes the number of meshes in the second transmission path.
Therefore, it is possible to improve the regeneration efficiency.

Furthermore, in the vehicle of the embodiment, the gear ratio of the speed increasing portion is larger than the maximum gear ratio in the first transmission path.

As a result, the speed increasing ratio is increased compared to the case where the power from the wheels is transmitted to the motor/generator via the first transmission path.
Therefore, it is possible to improve the regeneration efficiency.

Furthermore, the vehicle of the embodiment is provided with an engine (same 2) for inputting power to the transmission mechanism.

As a result, the configuration for switching between the first and second transmission paths can be prevented from becoming complicated in response to the configuration as a hybrid vehicle.
Therefore, in the hybrid vehicle, it is possible to improve the regeneration efficiency while suppressing the complication of the vehicle configuration and the increase in cost.

Further, in the vehicle of the embodiment, the transmission mechanism is a continuously variable transmission mechanism.

As a result, the configuration for switching between the first and second transmission paths can be prevented from becoming complicated in response to the use of a continuously variable transmission mechanism.
Therefore, in a vehicle having a continuously variable transmission mechanism, it is possible to improve the regeneration efficiency while suppressing the complication of the vehicle configuration and the increase in cost.

1 Vehicle, 2 Engine, 3 First Clutch, 4 Transmission Mechanism, 8R Right Drive Shaft, 8L Left Drive Shaft, WR Right Drive Wheel, WL Left Drive Wheel, 9 Motor Generator, 10 Second Clutch, 11 First OWC ( One-way clutch), 11a inner peripheral side rotating member, 11b outer peripheral side rotating member, 11c sprag, 12 second OWC, 12a inner peripheral side rotating member, 12b outer peripheral side rotating member, 12c sprag, 13 speed increasing section, 14 gear, 15 Gear, S1-S4 air gap

Claims (3)

a motor generator;
a transmission mechanism to which power from the motor generator is input,
a first transmission path for transmitting power from the motor/generator to the wheels via the drive shaft from the transmission mechanism; A one-way clutch provided for each of the first and second transmission paths switches between the second transmission path for transmission to the motor generator ,
a gear ratio from the wheels to the motor-generator side in the speed increasing section is larger than a maximum gear ratio from the wheels to the motor-generator side in the first transmission path;
the first transmission path transmits rotational power in a direction opposite to a rotational direction of an input shaft of the speed change mechanism to the drive shaft;
The speed increasing part is composed of a set of two helical gears
vehicle. 2. The vehicle according to claim 1, further comprising an engine that inputs power to said transmission mechanism. The vehicle according to claim 1 or 2, wherein the transmission mechanism is a continuously variable transmission mechanism.

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